Internal-combustion motor



July 14:, 1925'.

, M. H. PEREZ INTERNAL COMBUSTION MOTOR Fi] gd Nov. 20, 19,25

a W N RT QTd/WZ War/6'0 welwz/ CL w ATTORNEY,

July 14, 1925.

M. H. PEREZ INTERNAL COMBUSTION MOTOR Filed Nov. 20, i923 5 Sheets-Sheet 2 INVEN TOR;-

mi 0 1 o m. f m8 wW an QTW a 1} A TTORNEY.

July 14, 1925.

MIHQ. PEREZ INTERNAL COMBUSTION MOTOR Filed Nov. 20, 1923 3 Sheets-Sheet 5 7 a ATTORNEY. v

Patented telly lid, 1925 UNEETEE rait rn rnnnnncomnusrronaioron. 1

' Application filed November 20, 1923. Serial No. 675,927.

To all whom it may concern:

Be it known that L'MANUEL HUMBnRTo Pn'nnz, a citizen of the Republic of Honduras, residing at San Pedro Sula, in the Department of Cortez and Republic of Honduras, have invented new and useful Improvements in Internal-Combustion Motors, of which the following is a. Specification.

,This invention relates to motors of the internal combustiontype, and particularly to motors of that class in which the working pistons are arranged in tandem for successively transmitting the power of their work ing impulses to a power transmitting shaft, the object of the invention being to provide novel means for supplying the motive fuel to the piston cylinders, whereby a high degree of efficiency in the supply of the motive fuel to the cylinders is secured.

The invention consists of the features of construction, combination and arrangement of parts, hereinafter fully described and claimed, reference being had to the accompanying'drawings, in which Figure 1 is a central horizontal section through the motor.

Figure 2 is a central vertical longitudinal section taken on line 2-2 .oflhigure 1.

Figure 3- is a cross-section on line 3-3 of Figure 1.

Figure A} is a cross-section on line H of Figure 1.

Referring now more particularly to the drawings, 1 designates the engine casing which may be either vertically orhorizontal- 1y disposed, but which is herein shown as horizontally disposed, and which contains therein a pair of opposed axially ali-ned cyl inders 2 and 3, the same being longitudinally continuous to provide an intervening crank chamber 4. The casing and cylinders, 'for convenience of construction and assemblage of parts, are made in two sections or transversely split, as indicated at 5, and

provided with suitable abutting flanges united by bolts 6. As shown, the cylinders 2-3 are concentrically arranged within the casing 1 and spaced therefrom to provide an intervening cooling water containing space or jacket 7, which may, if desired, be coupied/to any suitable type of cooling rediator,

or any other suitable and well-knownflmeans for keeping the water at a desired low temperatureinay be employed. The jacket is closed by end walls-8 joining the outer ends of the casing sections with the outer ends of the cylinders, and the outer ends of the cy1 inders are closed by detachable heads 9, Along the line of division of the casing and cylinder sections bearings 1O are provided for a power transmitting crank shaft 11. This shaft has a crank member 12 disposed in the crank chamber 4 and at one end pro jects externally of the casing and is provided with a combined fiy and belt wheel 13 or the like for transmitting power.

Arranged to operate in the cylinders 2-3 are reciprocating pistons 147-15 respectively coupled to the crank element 12'by connecting rods 16-17. Eachpiston comprises a hollow'body having at its outer end a head 18 provided with an exhaust portv l9.

controlled by a valve 20. This valve has-a sliding guide stem 20' on which acts a coiled spring 21, serving to normally hold the valve closed. This stem is arranged to be engaged by a contact 22 on the wrist-pin end of the coacting connecting rod for the purpose of' momentarily forcing the valve open for an exhaust action at a proper time period. The inner ends of the piston bodies open into the crank casing i, which serves as an exhaust chamber, from which the spent products are discharged in the manner hereinafter described. The pistons are soarranged and coupled by the crank 12 that when one piston is moving inwardly 011 its working and exhaust stroke, under the impulse of the exploded charge, the other piston will be moving outwardly on its c0mpression stroke, the two pistons being positively impelled-successively on working strokes on successive half revolutions of the crank member 4, at proper points in the orbit of revolution of the latter, whereby uniform and continuous power will be transmitted to the shaft 11 and-dead centers avoided. i

A. portion of the space between the casing 1 and each cylinder is separated from the water jacket to provide a longitudinal compartment 23 at the side of the engine opposite that-on which the belt Wheel 13 divided toprovidesuction chambers 24 and an intermediate crank or eccentric chamber 25, one of such'suction chambers being prois arranged. This compartment 23 is sub vided for each cylinder and piston. A fuel spring 29.- Operating in each suction chamber 24 is an auxillary piston 30, for

inder.

drawing in a charge of the explosive fluid from the source of supply and delivering the same to the associated power cylinder.v

Each piston 30 is provided with a stem 31 extending through apartitionwall 32 into the crank or eccentric chamber 25, in which chamber is arranged-a crank disk 33 mounted upon the adjacent end of the shaft 11. This disk is provided with a crank pin 34 to which the stems 31 of the respective pistons 30 are coupled by connecting rods 35, the arrangement being such that the pistons 30=will be simultaneously moved in opposite-directions, so that when one is moving inwardly on its suction stroke the other will be moving outwardly on its delivery stroke, and vice versa. The working action of the pistons 30 is so timed with relation to the working motionsof'the power pistons 14- 15 that when either power-piston is on its working stroke the associatedauxiliary piston 30 will be on its suction stroke,

and when each power piston is at the begin ning of its compressio'n'stroke, the associated auxiliary piston will be on its delivery stroke, in which it forces the fuel to be compressed into the associated power cyl- A. feed port 36 connects the forward end of each auxiliary cylinder 24 with the forward end 'ofthe associated power cylinder, and in this port 36 is a spring-closed check valve 37 which opens to allow the charge to be forced by the piston 30 at the proper time into the power cylinder and is held closed at allother times. Y

The feed port 36 of each power cylinder is' not in direct communication with the power cylinder, but communicates therewith through a cup-like feed cage 38 detachably secured to the cylinder head 9, said cage being provided with a perforate or foraminous inner wall 39, forming a multitude of passages through which the fuel flows from the cage into the power cylinder. The head 9 is provided with an opening to receive a spark plug or suitable electrical igniter 40 having the usual. central electrode 41 and ground electrode 42, and theinner end of this plug extends into the cage and terminates in spaced relation to the foraminous,

wall 39. Arranged within the cage and carried by the central electrode 41 is a spider like member 43, forming a combined agitator and spark device having a pluvthe latter, thus producing a plurality of agitating surfaces and intervening spark gaps for the, productlon of a number of sparks meshes :on each action of the igniter. By this flmeans provision ismade for ensuring the 1 production of one or more explosive sparks to ignite the mixture even'in the event that operative by reason 0 k the presence of carboil or other deposits. The fuelon its passage. through the cage is brought into intimate contact with the sparking surfaces of .the igniter, and the spider 43 and foraminous wall- 39 respectively serve the function of spaced .coacting nulti-armed and perforate agitators to cause thorough atomization of the hydrocarbon element of the fuel and its thorough commingling with the-air constituent before the power cylinder.

An exhaust passage 44, Figure 4, leads outwardly from each cylinder through one side of the casing 1, and communicates ex-' ternally of the casing with a mufiier 46, said .mufiler comprising a pipe 47 and'a series of expansion drums 48 arranged therein,

passage of thefuel into' which pipe connectsat its delivery end 49 successively expand in the several drums 48, whereby they are caused to give off their heat, which is partly radiated to the atmosphere, and whereby the discharge of the products is obtained without objectionable 4 noise. The gases entering the water jacket through pipe 49 strike the surface of the water in the jacket and are further cooled thereby,-and hence discharge to the atmosphere through one or more final discharge POIUS 50. These ports 50 may be so arranged that the cooled discharging gases will strike the drums 48 and assist in cooling the same and the hot products passing therefrom, thus increasing the efliciency of the exhaust action. The passage 44 communicating with each power cylinder is so arranged as tobe uncovered to the/working space of the cylinder when the piston reaches the limit of its power stroke, and at the moment the exhaust vvalve inthe piston immediately on the forward movement of the piston on its compression stroke.

Y .Ports 51 communicating with a final outlet 52are also provided to allow escape of any retained exhaust gases from the crank case and to permit air to enter the crank case so as to avoid creation of a vacuum and suctional pull against a free opening movement of the valves.

In the operation of the, engine, assuming piston 14 to be at the end of its compression stroke and piston 15 at the end of its exhaust stroke, as shown in Figure 1, it will be seen that auxiliary piston 30 associated with piston 14 is at the end of its charge delivery nee sacs stroke, while auxiliary piston 30 associated with piston 15 1S at the end of its suction .stroke: In this position of the parts both ing stroke and is about to begin its compression stroke its exhaust valve opens to allow the spent gases to pass into chamber 4: and at or about the same time said piston exposes the associated passage 44, allowing all spent gases to escape. Valve of piston 15L then closes and immediately upon beginning its ensuing forward compression stroke said piston closes communication between its associated exhaust passage 44 and the cylinder so as to prevent exhaust of any portion of the entering fresh fuel charge. In the meantime piston 15 is com pressing the charge in cylinder 3, which is ignited and impels said piston backward on its working stroke while piston 14 is on its compression stroke. Thus the sets of pistons will be alternately operated to impart a working impulse to shaft 11 011 each of its half revolution, so that continuous and uniform power will be applied, by the use 'of two working pistons only and dead centers avoided. A two-cylinder engine of greater power and efficiency will therefore be provided. It will, of course, be understood that the number of tandem cylinders employed may be multiplied to provide an engine having four, six, eight, ten or more cylinders, with an increase in power and efliciency over other engines employing the same number of cylinders. The ignition and exhaust mechanism employed also ensure positive firing of the charges and the exhaust of the spent gases in a silent manner.

Having thus fully described my invention, I, claim:

1. In'the internal combustion engine, the combination of opposed cylinders, a crank casing between the cylinders, a water acket enclosing the cylinders and crank casing, pistons operating in the cylinders, a crank shaft driven by said pistons, and an exhaust manifold communicating with the crank c'asing and enclosed in the water jacket, the latter being provided with final exhaust outlets, said manifold being provided with a plurality of expansiori chambers.

2. In an internal combustion engine, a pair of exposed axially alined cylinders each having a lateral charge feed passage at its outer end, a spring-closed check valve controlling said passage, power pistons operating in said cylinders, axially alined suction chambers arranged in parallel relation to the cylinders and communicating at their outer ends with the respective charge feed passages, each of said suction chambers being provided at its outer end with a check valved fuel inlet, charge feed pistons operating in said suction chambers, a stationary feed cage at the outer end of each power cylinder having a lateral inlet port communicating with the charge feed passage thereof and forming a chamber for theflow of the fuel charge thereinto, said cage being ovided with a fixed wall arranged at i ht angles to the cylinder axis and provided throughout its area with perforations for the flow of the charge therefrom in divided parallel longitudinal line streams into the power cylinder, and a fixed agitator in said cage in theline of flow of the fuel from the charge feed inlet to the perforate wall of the cage.

In testimony whereof I affix my signature.

MANUEL HUMBERTo' PEREZ;

till 

